If the post on TO is correct; then the locomotive is already in North Carolina. Pictures show the boiler off of the frame.

https://www.trainorders.com/discussion/ ... 10,5969053

Looks that way, and actually spending the money to move it gives it gives the restoration legitimacy. I'm not a TO person so I didn't know.

Are the concerns about the running gear W. Camp elaborates over there legitimate, or would any engine that sat outside for decades have the same concerns?

So 1352, originally headed to the Valley RR, is headed to the Aberdeen, Carolina and Western. Ironically, the Valley Railroad operates former 2-8-2 no. 40, which came from ACW predecessor Aberdeen & Rockfish. 1352 is a significantly larger locomotive.

Interesting factoid- despite its piston valve cylinders, No. 40 is not superheated.

If 1352 was rebuilt the same as 1351, it is as modern a steam locomotive as runs in America.

Would be a shame if only a cosmetic restoration but i guess still would put the 1352 in a much better spot than now.

Minor point, but the Aberdeen, Carolina & Western and the Aberdeen & Rockfish are separate companies. The A&R is alive and well, and operates east of Aberdeen, NC, while the AC&W operates former Norfolk Southern Railway track west of Aberdeen.

- Alan Maples

Thanks for the correction.

Everything AC&W owner Bob Menzies does is done very first class. I'm sure that this poor old gal will get a first rate cosmetic restoration that will make her worthy of representing steam in front of their Candor NC HQ.

I'm grateful he agreed to rescue her from her forlorn state in the woods.

Ross Rowland

it is interesting they'd choose to do a cosmetic only restoration. Seems it'd be quite tempting to make it operational if already there and already doing a lot of cosmetic work, especially when it's a well funded operation that runs some passenger trains....

I'd guess that whether you cosmetically restore or go for operation is going to be highly dependent on condition. I'd also posit that owning a steamer is more of a passion project rather than looking at ROI. Like owning a boat which is a hole in the water into which you throw money (I'm intimately familiar with that analogy). Given the cost to restore an engine to operate and the costs to keep it running, one does need to consider the economics.

That said, a good cosmetic restoration goes a long way towards the feasibility of a full restoration down the road, again dependent on current condition.

If the quotes in the TrainOrders post, supposedly from the ACWR owner, are to be taken as gospel truth, I'd say it sounds like an operational restoration is in mind. "He casually mentioned he may have lost his mind, as he has bought a steam locomotive. Said it was rough but rebuildable."

The difference is magnitudes. A first rate cosmetic on this engine will run somewhere between $ 150-200K. A 1472 day restoration somewhere between $ 2.5-$ 5.0 Million.

Then, you'll have a restored machine with lots of downstream possible failures based upon her age and decades in the weather.

Obviously it's Mr. Menzies money and he alone will decide.

If I had to bet I'd give 2:1 odds that he will choose cosmetic.

Time will tell. Ross Rowland

I'm amazed at how much prices to restore a locomotive have gone up over the years.
1985-1988, St. Louis Steam Train Association, a volunteer group which was very well organized under the leadership of Patrick Cravens, who went shopping for different talents overhauled Frisco 4-8-2 1522.
We had a good deal of in kind donations, support from the NRHS locals and cash donations.
The overhaul was completed in 2-1/2 years, 30,000 man hours and cost approximately $300,000 which included Form 4, new flues/tubes and superheater units, conversion to 26L brakes and many other improvements. A good portion of the throat sheet was replaced, new staybolt sleeves to replace corroded ones, half sleeves, staybolts, superheater return bends investment cast, superheater "chairs" and a bearing temperature monitoring system.
Problems after a couple years service prompted more improvements. Roller bearing installation on all axles except the drivers. New crown brass and rod brass was done at that time also. New valve and piston rings (old rings were fine, but there was an empty groove on the pistons and new rings were fitted to them.
Our goal was continuous improvement.
In 2002 our boiler time was up. It was decided that a large portion of the roof sheet over the firebox was due to be replace because of being close to too thin for another 15 years. The cost of that, plus new form 4 would have been high. Insurance was prohibitive due to 9/11. Our last few trips were under Amtrak's umbrella but that was going to dry up. The St. Louis market had sort of been "1522d" out. Cost of obtaining passenger cars for trips was getting oppressive and the railroads were busier and the change to run would have been less.
The decision was made to shut down in Sep 2002. SLSTA was disbanded, the engine and support equipment and a decent sum of money was returned to the Museum of Transportation. The money was "start up money" in case a reputable group wanted to give her another life and also for her upkeep. The Museum wasn't interested in tying up resources for another rebuild. After a period of time, the support equipment was sold by the MOT, money sent to other project and today she is just a pleasant memory.
We took pride in the fact that we went out on top.

Was the 1522 under the shelter before its excursion career? Because if it was, that must’ve helped tremendously with keeping it in good condition during its first retirement, hence the low restoration cost.

Adjusted for inflation that $300,000 would be 800,000 today.

We spent $ 900,000 in 1979 to restore C&O 614 in 11 months. That was a thorough wheels out total tear down done 95% by a paid full time crew of 14 plus some outside contractors and local machine shops. According to the Google inflation calculator the $ 900K is about $ 4,000,000 current dollars.

That poor 1352 is in far rougher shape than the 614 was judging by outward appearance.

Ross Rowland